Engaging car could recharge Fiesta sales

By Brian Harper, National Post

Originally published: March 28, 2013

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SAINT-PAUL DE VENCE, France – Unlike the Monte Carlo Rally’s famed Col de Turini, you won’t find a mention of the Col de Vence in relation to auto rallying. Hardcore cyclists, however, will recognize the twisty and undulating pass as having been used as a stage in the Tour de France over the years. Strangely enough, the area around the Col is also known for UFO sightings.

Yet, it wasn’t performance-enhancing drugs or dilithium crystals that had my driving partner and I clipping apex after apex, scurrying around hairpin turns, diving into valleys, climbing again via steep gradients and generally having way too much fun to be legal on these lightly travelled mountain roads. It was a rather enhanced 1.6-litre EcoBoost four-cylinder in a Molten Orange, European-spec, three-door Fiesta ST.

A product of the combined efforts of Ford’s Team RS in Europe and SVT in the United States, the ST will arrive in North America later this summer in five-door form only. But, other than easier access to the rear seats, what we receive — and may we be truly thankful — is identical to what is now being flogged around some of the best driving roads in the Maritime Alps.

Motor heads will recognize the Fiesta ST as a performance compact hatchback first launched in Europe back in 2005, but never brought over to this side of the pond — until now. The latest entry into that sub-segment known as hot hatches, the ST’s fortified and turbocharged EcoBoost four pumps out a rewarding 182 horsepower (200 hp in time-limited — 20 seconds — overboost) at a rather lofty 5,700 rpm and 177 pound-feet of torque (214 in overboost) at 1,600 rpm. This makes the ST almost identical to the Mini Cooper S (181 hp/ 177 lb-ft) and puts the likes of the Fiat Abarth (160 hp/170 lb-ft) and Chevrolet’s Sonic RS (138 hp/148 lb-ft) on the back burner. Those who don’t know what a clutch is for, tough luck — there’s no automatic transmission offered.

Working through a tightly spaced six-speed manual that is a joy to row, the ST will, according to Ford, hit 100 kilometres an hour in 6.9 seconds and top out at 220 km/h. Tipping the scales at 1,163 kilograms (add another 60 kg for the five-door), the ST is a frisky little player with not a lot of extraneous mass to haul around. (Ford being Ford, the ST is also supposed to retain some measure of fuel efficiency when not being caned within an inch of its life; highway economy is rated at 5.9 litres per 100 km in Europe — premium unleaded.)

Several engineering details play into the ST’s ability to hare around corners at imprudent speeds, starting with a specially modified front steering knuckle, adapted rear twist-beam suspension with increased roll stiffness, sportier front and rear spring and damper settings and a 15-millimetre lower centre of gravity than the base model. The electronic power steering has a sharper steering ratio of 13.69:1 and a shorter steering arm for a more direct response. The ST also comes with rear disc brakes — a first for the Fiesta — with a larger tandem brake master cylinder.

Enhancing the suspension improvements is something Ford calls electronic Torque Vectoring Control (eTVC). The company line for eTVC is that it applies brake force to the inside front wheel when cornering to improve road holding and reduce understeer without affecting speed. Special software controls the ST’s balance in response to steering inputs under acceleration and braking, while electronic stability control offers three specific modes — full system intervention (standard), wide-slip mode with limited intervention (sport) and full de-activation (off).

The Fiesta ST also features a mechanical version of the sound “symposer” first used on the Focus ST, providing “an enhanced soundtrack for drivers out tackling the open road.” Personally, this falls into the “whatever” category, the engine being a typical four-cylinder in that it is more purposeful than mellifluous at higher rpm. Unique to the Fiesta is that engine sound is directly fed into the cabin to accentuate feedback quality and response.

The ST is definitely not a car for the introverted. Other than the signature Molten Orange tri-coat metallic paint job (it also comes in blue and red), the compact performance hatch sports a unique grille and chin spoiler with rear diffuser and fascia extensions. Chrome tipped dual-exhaust pipes and high-mount spoiler along with 17-inch wheels complete the boy racer look. Inside, the cabin features racy and exceedingly comfortable Recaro deep-bolstered front bucket seats, carbon-fibre dashboard inserts, alloy-metal pedals and gear shifter and a sport steering wheel.

At just under four metres in length, the Fiesta ST delivers plenty of scoot for its size — as long as you make proper use of the gearbox and keep the revs up. But its short length and firm suspension also communicate every tarmac deficiency — of which mercifully few cropped up on the well-maintained French roads. Canada, with its pothole-ravaged streets, might prove a rough ride for the car’s occupants.

Easily one of the most engaging small cars I’ve driven in a long time, the ST could be the halo hatch to perk up Fiesta sales. At $24,999, it’s $5,000 less than that of the fierce Focus ST big brother and should provide Ford with a formidable one-two punch for those who like their performance in smaller, fuel-efficient and user-friendly packages.